Composite translating cowl assembly for a thrust reverser system

ABSTRACT

An improved translating cowl (transcowl) assembly for a thrust reverser system for a turbine engine is provided. The transcowl assembly comprises an outer skin comprised of a first composite material and an inner skin comprised of a second composite material. The inner skin is configured to couple circumferentially within the outer skin and creates a flow path for engine exhaust flow. The inner skin comprises a contoured depression configured to provide clearance for movement of a blocker door. A metallic bracket is disposed between the inner skin and outer skin.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of and claims priority to U.S. patentapplication Ser. No. 15/238,959 filed Aug. 17, 2016, and entitled“COMPOSITE TRANSLATING COWL ASSEMBLY FOR A THRUST REVERSER SYSTEM,”which is incorporated by reference in its entirety.

TECHNICAL FIELD

The present invention relates to a thrust reverser system for a turbineengine, and more particularly to a composite translating cowl for athrust reverser system.

BACKGROUND

When jet-powered aircraft land, the wheel brakes and the imposedaerodynamic drag loads (e.g., flaps, spoilers, etc.) of the aircraft maynot be sufficient to achieve the desired stopping distance. Thus,turbine engines on most turbine-powered aircraft include thrust reversersystems. Thrust reverser systems enhance the stopping power of theaircraft by redirecting turbine engine exhaust airflow in order togenerate reverse thrust.

Traditional thrust reverser systems have two distinct operating states:a forward (or stowed) state, wherein the thrust reverser systemtypically forms a portion a turbine engine nacelle and forward thrustnozzle; and a reverse (or deployed) state, wherein the thrust reversersystem redirects at least a portion of the engine airflow forward andradially outward, to help decelerate the aircraft. The transitionbetween the forward to the reverse state is typically achieved bytranslating a portion of the nacelle aft. The translating portion of thenacelle is often referred to as the translating cowl, or transcowl, andtranslating the transcowl aft creates an aperture in the nacelle. One ormore internally located blocker doors synchronously deploy with thetranslation of the transcowl. The blocker doors obstruct forward thrustand generate reverse thrust that discharges through the aperture.

In the evolution of turbine engine development, weight and performancecontinue to be a significant consideration for all engine components.Consequently, improvements in turbine engine components in which thestructural and performance requirements for a respective turbine enginedesign are met while reducing weight are desirable. The compositetranscowl assembly provided is an improved transcowl design with thetechnical effects of meeting performance requirements while deliveringreduced weight.

BRIEF SUMMARY

This summary is provided to introduce a selection of concepts in asimplified form that are further described below in the DetailedDescription section. This summary is not intended to identify keyfeatures or essential features of the claimed subject matter, nor is itintended to be used as an aid in determining the scope of the claimedsubject matter.

Provided is a translating cowl (transcowl) assembly for a thrustreverser system for a turbine engine, the transcowl assembly comprising:an outer skin comprised of a first composite material, the outer skinfurther comprising the characteristics of (i) being substantiallycontinuous in both a circumferential direction and a longitudinaldirection, (ii) an outer skin outer surface providing aerodynamiccontinuity with a nacelle, and (iii) an outer skin inner surface; aninner skin comprised of a second composite material and configured toprovide an aerodynamic exit flow path for engine exhaust, the inner skinfurther comprising the characteristics of (i) an inner skin outersurface configured to couple circumferentially with the outer skin innersurface, (ii) an inner skin inner surface comprising a contoureddepression configured to provide clearance for movement of a blockerdoor; and a metallic bracket disposed between the outer skin innersurface and the inner skin outer surface, and configured to (i) attachthe outer skin to a thrust reverser actuation system, and (ii)distribute a structural load associated with the thrust reverseractuation system onto the outer skin.

A thrust reverser system for a turbine engine is also provided, thethrust reverser system comprising: a blocker door; an annular outer skincomprised of a first composite, the outer skin further comprising thecharacteristics of (i) being substantially continuous in both acircumferential direction and a longitudinal direction, (ii) an outerskin outer surface providing aerodynamic continuity with a nacelle, and(iii) an outer skin inner surface; an inner skin comprised of a secondcomposite and configured to provide an aerodynamic exit flow path forengine exhaust, the inner skin further comprising an inner skin innersurface comprising a contoured depression configured to provideclearance for movement of the blocker door; wherein the inner skin isinstalled within the outer skin and the blocker door is coupled withinthe inner skin; and a metallic bracket disposed between the outer skininner surface and the inner skin outer surface, and configured to attachthe outer skin to a thrust reverser actuation system.

Also provided is a turbine engine comprising: a blocker door; and atranslating cowl (transcowl) assembly for a thrust reverser system, thetranscowl assembly comprising: an outer skin comprised of a firstcomposite, the outer skin further comprising the characteristics of (i)a first radius and a first length, (ii) being substantially continuousin both a circumferential direction and a longitudinal direction, (iii)an outer skin outer surface providing aerodynamic continuity with anacelle, and (iv) an outer skin inner surface; an inner skin comprisedof a second composite and configured to provide an aerodynamic flow pathfor engine exhaust, the inner skin further comprising an inner skininner surface comprising a contoured depression configured to provideclearance for movement of the blocker door; wherein the inner skin isinstalled within the outer skin and the blocker door is coupled withinthe inner skin; and a metallic bracket disposed between the outer skininner surface and the inner skin outer surface.

Other desirable features will become apparent from the followingdetailed description and the appended claims, taken in conjunction withthe accompanying drawings and this background.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of the subject matter may be derived byreferring to the following Detailed Description and Claims whenconsidered in conjunction with the following figures, wherein likereference numerals refer to similar elements throughout the figures, andwherein:

FIG. 1-FIG. 2 are perspective views of a first variation of a typicalaircraft turbine engine with (i) a thrust reverser in a stowed position(FIG. 1), (ii) a thrust reverser in a deployed position (FIG. 2);

FIG. 3 and FIG. 4 are perspective views of a second variation of atypical aircraft turbine engine with (i) a thrust reverser in a stowedposition (FIG. 3), (ii) a thrust reverser in a deployed position (FIG.4).

FIG. 5 is a partial cross sectional view, above a thrust reversercenterline, of a composite transcowl with a blocker door in a stowedposition, in accordance with various embodiments;

FIG. 6 is a partial cross sectional view, above the thrust reversercenterline, of the composite transcowl in FIG. 5 showing the blockerdoor in a partially deployed position, in accordance with variousembodiments;

FIG. 7 is a partial cross sectional view, above the thrust reversercenterline, of the composite transcowl in FIG. 5 showing the blockerdoor in a fully deployed position, in accordance with variousembodiments;

FIG. 8 is an expanded sectional view of the composite transcowl of FIG.5, showing a contoured depression in the inner skin, in accordance withvarious embodiments;

FIG. 9 is a three dimensional view of an outer skin of the compositetranscowl, in accordance with various embodiments;

FIG. 10 is a three dimensional view showing the outer skin of FIG. 9 andmetallic brackets, in accordance with various embodiments;

FIG. 11 is a partial cross sectional view, above the thrust reversercenterline, taken at section line E-E of FIG. 5, showing the outer skin,metallic brackets, and inner skin of the composite transcowl, inaccordance with various embodiments;

FIG. 12 is a three dimensional view showing an assembly of an outer skinand inner skin of the composite transcowl, in accordance with variousembodiments;

FIG. 13 is a partial cross sectional view showing placement of ametallic bracket used in association with an actuator, in accordancewith various embodiments; and

FIG. 14 is a partial cross sectional view showing placement of ametallic bracket used in association with a linkage rod, in accordancewith various embodiments.

DETAILED DESCRIPTION

The following detailed description is merely exemplary in nature and isnot intended to limit the invention or the application and uses of theinvention. As used herein, the word “exemplary” means “serving as anexample, instance, or illustration.” Thus, any embodiment describedherein as “exemplary” is not necessarily to be construed as preferred oradvantageous over other embodiments.

The turbine engine is a component of an aircraft's propulsion systemthat, in cooperation with the thrust reverser, generates thrust by meansof an accelerating mass of gas. When the thrust reverser is in theforward thrust state with one or more blocker doors stowed, engineairflow moves from the forward end of the turbine engine to the aft endand is discharged as forward thrust. Alternatively, when the thrustreverser is in the reverse thrust state with the blocker doors deployed,the engine airflow is prevented from being discharged as forward thrust,and is instead discharged through an aperture, generating reversethrust. As mentioned, the translating cowl (hereinafter “transcowl”) isa key component in a thrust reverser system, and a focus of the presentinvention. FIGS. 1-4 are provided to illustrate operation of two commonthrust reverser systems suitable for an aircraft turbine engine, and toorient a reader to the location of the transcowl and blocker doorswithin the thrust reverser system.

Various embodiments described hereinbelow are directed to a compositetranscowl assembly for a thrust reverser system that is suitable for anaircraft turbine engine. As will be apparent from the detaileddiscussion below, various embodiments of the composite transcowlassembly advantageously provide contoured depressions that arecustomized to provide clearance of movement for respective blockerdoors. The embodiments described below are merely examples and serve asa guide for implementing the novel systems and methods herein on anyindustrial, commercial, military, or consumer turbofan application. Assuch, the examples presented herein are intended as non-limiting.

Turning now to FIGS. 1-4, a turbine engine is substantially encasedwithin an aerodynamically smooth outer covering, the nacelle 100.Nacelle 100 wraps around the turbine engine and forms an aerodynamicallyshaped cavity around an engine centerline 105, thereby providing anengine exhaust flow 106 when the aircraft is generating forward thrust.Ambient air 102 enters the turbine engine and passes through a fan 101.A portion of this air will be pressurized, mixed with fuel and ignited,generating hot gasses known as core flow 103. The remainder of this airbypasses the engine core and is known as fan flow 104. Hereinbelow, acombination of fan flow 104 and core flow 103 is described as the engineexhaust flow 106 that is discharged, generating forward thrust.

Nacelle 100 comprises a thrust reverser system with an annular compositetranscowl assembly 114. Generally, a stationary structure 108 serves tomount the entire thrust reverser system to the turbine engine. An enginecenterline 105 is depicted for reference. Although not a focus of thepresent invention, the stationary structure 108 has an annular shape andtypically includes associated support beams to provide a rigid annularstructure to which moveable thrust reverser components (described indetail below) may be mounted and/or may slidably engage. Accordingly,the composite transcowl assembly 114 may be mounted adjacent to thestationary structure 108 and extend aft therefrom, completing an exitflow path for the engine exhaust flow 106.

In a forward thrust position of a general thrust reverser system, shownin FIGS. 1 and 3, a front edge 112 of the composite transcowl assembly114 abuts with the stationary structure 108, creating a substantiallysmooth and continuous cavity for the engine exhaust flow 106, therebygenerating forward thrust.

Generally, a thrust reverser system transitions or deploys to thereverse thrust position by translating the composite transcowl assembly114 aft from the stationary structure 108 by a predetermined distance208, creating a reverse flow aperture 203. FIGS. 2 and 4 depict thrustreverser systems in a reverse thrust position. Synchronously with themovement of the composite transcowl assembly 114, one or more blockerdoors 204 pivot or rotate about a respective pivot axis 113, to obstructsome or all of the engine exhaust flow 106. Generally, the transitionbetween the forward thrust position and the reverse thrust positionoccurs as a single, continuous motion. Each blocker door 204 is machinedor manufactured to have a shape that permits it to obstruct engineexhaust flow 106 and redirect it forward when the blocker door 204 is inits deployed position. A reverse flow path 202 is created by thedeployed composite transcowl assembly 114 and the blocker doors 204,generating reverse thrust.

An actuation system is generally utilized to cause the compositetranscowl assembly 114 to translate back and forth between the stowed(forward) position and the deployed (reverse) position and may becoupled to the composite transcowl assembly 114 so as to achievecoordinated and synchronous motion of the composite transcowl assembly114 and the rotation of the blocker doors 204. In various embodimentsdescribed below, reference is made to actuation system components, suchas an actuator (FIG. 5 actuator 516) and a linkage rod (FIG. 14 linkagerod 1402). One with skill in the art will readily appreciate that anactuation system may comprise different or additional mechanical and/orelectrical components, and may be responsive to aircraft systemcommands.

As is readily observable in the thrust reverser system depicted in FIG.3 and FIG. 4, the blocker doors 204, when deployed, close to the core ofthe turbine engine, rather than to the engine centerline, as in thethrust reverser system depicted in FIG. 1 and FIG. 2. For simplifyingpurposes, the novel ideas presented hereinbelow are depicted for anaircraft turbine engine having a thrust reverser system of the typeshown in FIG. 1 and FIG. 2; however, it may be readily appreciated thatthe provided concepts easily adapt to the aircraft turbine enginedepicted in FIG. 3 and FIG. 4, as well as to other variations of turbineengines and thrust reverser systems.

FIG. 5 provides a partial cross sectional view, above a thrust reversercenterline 505 of the composite transcowl assembly 114 with a blockerdoor 204 in a stowed position, in accordance with various embodiments.The composite transcowl assembly 114 comprises several components: anouter skin 502, an inner skin 508, and a metallic bracket 514. The outerskin 502 provides an annular structure for the composite transcowlassembly 114 and surrounds inner skin 508. The metallic bracket 514,disposed between the outer skin inner surface 506 and the inner skinouter surface 510, is configured and located to distribute a structuralload associated with a thrust reverser actuation system onto the outerskin 502, and to attach the outer skin 502 to the thrust reverseractuation system (shown via actuator 516). In some embodiments, a fillermaterial 532 may be utilized to substantially fill space between theouter skin inner surface 506 and inner skin outer surface 510. Invarious embodiments, the composite transcowl assembly 114 furthercomprises a heat shield (FIG. 12 1204).

As shown in FIG. 5, the longitudinal extent of the outer skin 502 and ofthe inner skin 508 is substantially the length of the compositetranscowl assembly 114. The outer skin outer surface 504 providesaerodynamic continuity with the remaining sections of the nacelle 100.The outer skin 502 forms a substantially cylindrical or frusto-conicalcavity for receiving the inner skin 508. The outer skin 502, defined byouter skin outer surface 504 and outer skin inner surface 506, iscomprised of a first composite material that enables the outer skin 502to function as a primary load bearing portion of the composite transcowlassembly 114. The outer skin 502 further comprises the characteristic ofbeing substantially continuous in both a circumferential direction and alongitudinal direction. As used herein, being substantially continuousmeans that there are no seams or joints that extend the entire length orthe entire circumference of the outer skin 502. Accordingly, althoughthe outer skin 502 is substantially continuous, the outer skin 502 mayhave one or more openings therethrough. The openings in the outer skin502 are sized and located to provide manufacturing or maintenanceaccess, as described in connection with FIG. 9.

As mentioned above, the inner skin 508 also extends substantially thelength of the composite transcowl assembly 114, and of the outer skin502. The inner skin 508 has a radius that is smaller than the radius ofthe outer skin 502, in order to install within the outer skin 502. Incontrast to the outer skin 502, the inner skin 508 is substantiallynon-structural, acting as an aerodynamic fairing creating an exit flowpath for the engine exhaust flow 106. Accordingly, inner skin 508 iscomprised of a second composite material (different than the firstcomposite material) that is selected to bear primarily aerodynamicallyinduced loads. The inner skin 508 comprises an inner skin outer surface510 and an inner skin inner surface 512. In contrast to the outer skin502, the inner skin 508 may be segmented, or have seams or joints thatextend the entire length or the entire circumference of the inner skin508. When assembled, the installed inner skin 508 may comprise one ormore segments abutted circumferentially or longitudinally within thecavity created by the outer skin 502; the resulting inner skin 508 isconfigured to couple circumferentially and longitudinally within theouter skin such that inner skin outer surface 510 couples to outer skininner surface 506. As shown in FIG. 5, in some areas of the compositetranscowl assembly 114, metallic brackets 514 and/or filler material 532may be between outer skin inner surface 506 and inner skin outer surface510.

The above described rotation of blocker door 204 is partially depictedin the cross sectional views of FIGS. 5-7. In FIG. 5, the blocker door204 is stowed, in FIG. 6, the blocker door 204 is rotated partiallytoward deployment, and in FIG. 7 the blocker door 204 is fully rotated(i.e., fully deployed). As can be seen in FIGS. 5-7, during rotation ofthe blocker door 204, a point 550 on a forward most edge of the blockerdoor 204 traces out a path that is substantially arcuate. Point 550 isan edge of the blocker door 204, located farthest forward from the pivotaxis 113. Due to the combined translational motion of the transcowl androtational motion of the blocker door, the path of point 550 as observedfrom the reference frame of transcowl assembly 114 is substantially asinusoid. The contoured depression 518 is customized in shape, size, andlocation, to provide clearance for movement of the blocker door duringthe rotation of the blocker door 204 while minimizing gaps 540, 542, and740. The contoured depression 518 may be one of a plurality of contoureddepressions 518 in the inner skin inner surface 512, the pluralityhaving a number, and each contoured depression 518 of the plurality ofcontoured depressions 518 is shaped, sized, and oriented to house arespective blocker door of a same number of blocker doors 204 while theblocker door 204 is in the stowed position (FIG. 5). A resultanttechnical effect of the contoured depressions 518 is to minimize gaps540 and 542, between transcowl assembly 114 and blocker door 204, so asto provide an aerodynamically smooth flow path for engine exhaust flow106 when the thrust reverser is stowed. Another technical effect of thecontoured depressions 518 is to minimize a gap 740, between transcowlassembly 114 and blocker door 204, so as to prevent gases from leakingthrough gap 740 when the thrust reverser is deployed.

FIG. 8 is an expanded sectional view of a portion of the compositetranscowl assembly 114, showing the contoured depression 518 of theinner skin 508 in the vicinity of point 550, in accordance with variousembodiments. Forward of the blocker door 204, the thickness of thecomposite transcowl assembly 114 is a first thickness 808; firstthickness may comprise one or more from the set including outer skin502, filler material 532, a metallic bracket 514, and inner skin 508.

With reference to FIGS. 5-7, the sectional view in FIG. 8 depicts thecontoured depression 518 at a location customized to accommodate point550 on the forward most edge of the blocker door 204. In this location,contoured depression 518 has a cross section that is defined by threesequentially abutted sections. A first section 802 is substantiallyconcave and defined forward to aft by a substantially sinusoidal curve.In the first section 802, the contoured depression 518 in the inner skinis the largest, and the resulting thickness of the composite transcowlassembly 114 is a second thickness 810 that is smaller than the firstthickness 808. A second section 804 is substantially convex andapproximately arcuate forward to aft. A third section 806 isapproximately linear, ramping down to at least one portion of thecontoured depression 518 having a depth 812 required to provide theclearance for the blocker door 204 while it is stowed. As may beappreciated, depth 812 is based on, and slightly larger than, athickness of the blocker door 204.

Design details of the outer skin 502 are shown in FIG. 9 and FIG. 10.FIG. 9 is a three dimensional view of an outer skin 502 of the compositetranscowl, in accordance with various embodiments. The outer skin outersurface 504 provides aerodynamic continuity with a respective nacelle,and is defined by a first radius 503 and a first length 536. Asmentioned above, the outer skin 502 is substantially continuous in botha circumferential direction and a longitudinal direction. Openings 902,904, 906, 908, and 910 extend completely through the outer skin 502 toprovide manufacturing or maintenance access. The size and orientation ofthe openings 902, 904, 906, 908, and 910 are based on applicationspecific requirements.

Turning to FIG. 10, and with reference to FIGS. 5-8, metallic brackets514, 1002, 1004, and 1006, are disposed between the outer skin innersurface 506 and the inner skin outer surface 510. A technical effect ofthe metallic brackets 514, 1002, 1004, and 1006, is the stiffening ofthe composite transcowl assembly 114. The metallic brackets 514, 1002,1004, and 1006 are configured to (i) attach the outer skin 502 to athrust reverser actuation system, and (ii) distribute a structural loadassociated with the thrust reverser actuation system onto the outer skin502. The metallic brackets 514, 1002, 1004, and 1006 may further beutilized to support or anchor actuators, linkage rods, and the like.

FIG. 11 is a partial cross sectional view taken at section line E-E ofFIG. 5, looking forward to aft above the thrust reverser centerline 505,showing the outer skin 502, the metallic brackets 1120 and 1121, and theinner skin 508 of the composite transcowl assembly 114, in accordancewith various embodiments. The pivot axis 113 intercepts the compositetranscowl assembly 114 at 1105 and 1107. At midpoint 1110, on midplane1109 at a location farthest from the pivot axis 113, the compositetranscowl assembly 114 is the thinnest, with second thickness 810; alsoat midpoint 1110, the contoured depression 518 depth 1108 is thelargest. As can be seen in FIG. 11, moving circumferentially fromintercept point 1105 to midpoint 1110, the contoured depression 518shape changes gradually, providing a smooth arc to midpoint 1110, andcarving out a first half of the contoured depression 518. Additionally,moving circumferentially from midpoint 1110 toward intercept point 1107,the contoured depression 518 shape changes gradually, carving out asecond half the contoured depression 518 that is a mirror image to thefirst half the contoured depression 518. Traveling circumferentially,the thickness of the composite transcowl assembly 114 reflects thesymmetry of the contoured depression 518, in that it varies fromthickness 1104 above intercept point 1105, to a minimum second thickness810 at midpoint 1110, and back to thickness 1104 above intercept point1107.

In some embodiments, more than one blocker door 204 may be present.Accordingly, the above design concepts may be extrapolated to describe arespective contoured depression 518 in the inner skin 508 for eachblocker door 204 of the more than one blocker doors 204. For example,each blocker door 204 will pivot upon a respective pivot axis, and havea respective point 550 on the forward most edge of the blocker door 204.For each blocker door 204, a respective contoured depression 518 iscustomized as described above, in location and shape, to accommodate theblocker door 204. As mentioned above, in some embodiments, the innerskin 508 comprises two or more segments. In some embodiments, eachsegment of the two or more segments may comprise a contoured depression518, and the combination of the two or more segments is configured toprovide, for each blocker door 204 of two or more blocker doors, arespective contoured depression 518 providing clearance for movement forthe respective blocker door 204.

FIG. 12 is a three dimensional view showing an assembly of the compositetranscowl assembly 114 in accordance with various embodiments. Withreference to FIG. 9, openings 902, 908, and 910 are illustrated, showingthe mechanical or maintenance access that they provide. Area 1202indicates a location that may accommodate a metallic bracket and/orassociated support beams of the stationary structure 108. Inner skin 508comprises at least two segments, as indicated by seam 1206. In someembodiments, a heat shield 1204 may be installed in various locationsforward of the blocker doors. For example, a heat shield 1204 may becoupled to the inner skin inner surface 512 or to the outer skin innersurface 506 via adhesives or mechanical fasteners.

Turning now to FIG. 13 and FIG. 14, and with reference back to FIG. 10,the metallic brackets are configured to (i) attach the outer skin 502 toa thrust reverser actuation system, and (ii) distribute a structuralload associated with the thrust reverser actuation system onto the outerskin 502. For example, In FIG. 13 a metallic bracket 514 used inassociation with an actuator 516 is depicted, and in FIG. 14, a metallicbracket 1002 used in association with the linkage rod 1402 is depicted.

Thus there has been provided an improved transcowl design, specifically,a customized composite transcowl assembly delivering the technicaleffects of meeting performance requirements while delivering reducedweight. A person with skill in the art will readily appreciate that avariety of other embodiments may be utilized to provide the intendedfunctionality without straying from the scope of the invention.

While at least one exemplary embodiment has been presented in theforegoing detailed description of the invention, it should beappreciated that a vast number of variations exist. It should also beappreciated that the exemplary embodiment or exemplary embodiments areonly examples, and are not intended to limit the scope, applicability,or configuration of the invention in any way. Rather, the foregoingdetailed description will provide those skilled in the art with aconvenient road map for implementing an exemplary embodiment of theinvention. It being understood that various changes may be made in thefunction and arrangement of elements described in an exemplaryembodiment without departing from the scope of the invention as setforth in the appended claims.

In this document, relational terms such as first and second, and thelike may be used solely to distinguish one entity or action from anotherentity or action without necessarily requiring or implying any actualsuch relationship or order between such entities or actions. Numericalordinals such as “first,” “second,” “third,” etc. simply denotedifferent singles of a plurality and do not imply any order or sequenceunless specifically defined by the claim language. The sequence of thetext in any of the claims does not imply that process steps must beperformed in a temporal or logical order according to such sequenceunless it is specifically defined by the language of the claim. Anyprocess steps may be interchanged in any order without departing fromthe scope of the invention as long as such an interchange does notcontradict the claim language and is not logically nonsensical.Furthermore, depending on the context, words such as “connect” or“coupled to” used in describing a relationship between differentelements do not imply that a direct physical connection must be madebetween these elements. For example, two elements may be connected toeach other physically, electronically, logically, or in any othermanner, through one or more additional elements.

Some of the embodiments and implementations are described above in termsof functional and/or logical block components or modules. However, itshould be appreciated that such block components (or modules) may berealized by any number of hardware, software, and/or firmware componentsconfigured to perform the specified functions. To clearly illustratethis interchangeability of hardware and software, these illustrativecomponents, blocks, modules, circuits, and steps have been describedabove generally in terms of their functionality. Whether suchfunctionality is implemented as hardware or software depends upon theparticular application and design constraints imposed on the overallsystem. Skilled artisans may implement the described functionality invarying ways for each particular application, but such implementationdecisions should not be interpreted as causing a departure from thescope of the present invention. For example, an embodiment of a systemor a component may employ various integrated circuit components, e.g.,memory elements, digital signal processing elements, logic elements,look-up tables, or the like, which may carry out a variety of functionsunder the control of one or more microprocessors or other controldevices. In addition, those skilled in the art will appreciate thatembodiments described herein are merely exemplary implementations.

What is claimed is:
 1. A translating cowl (transcowl) assembly for athrust reverser system for a turbine engine, the transcowl assemblycreating a continuous cavity having a longitudinal extent for engineexhaust flow, and comprising: an outer skin having the longitudinalextent of the transcowl assembly and comprised of a first compositematerial, the outer skin further comprising the characteristics of (i)being substantially continuous in both a circumferential direction and alongitudinal direction, (ii) an outer skin outer surface providingaerodynamic continuity with a nacelle, and (iii) an outer skin innersurface; an inner skin having the longitudinal extent of the transcowlassembly and comprised of a second composite material and configured toprovide an aerodynamic exit flow path for engine exhaust, the inner skinfurther comprising the characteristics of (i) an inner skin outersurface configured to couple circumferentially and longitudinally withthe outer skin inner surface, (ii) an inner skin inner surfacecomprising a contoured depression configured to provide clearance forforward to aft movement of a forward edge of a blocker door as it isrotated to a deployed position; the blocker door rotatably mountedwithin the inner skin at a first intercept point and a second interceptpoint, the first intercept point and second intercept point forming apivot axis that is perpendicular to an engine centerline; and whenviewing a cross sectional plane drawn through the pivot axis andperpendicular to the engine centerline, the contoured depression in theinner skin is a smooth arc between intercepts, and the transcowlassembly is thinnest at a midpoint between the intercepts, and thickestat the intercepts.
 2. The transcowl assembly of claim 1, wherein theblocker door is one of two or more blocker doors, and wherein the innerskin comprises, for each blocker door of the two or more blocker doors,a respective contoured depression configured to provide clearance formovement of the blocker door.
 3. The transcowl assembly of claim 1,wherein the inner skin comprises two or more segments abuttedcircumferentially.
 4. The transcowl assembly of claim 3, wherein theblocker door is one of two or more blocker doors, and wherein eachsegment of the two or more segments comprise a contoured depression, andthe two or more segments provide, for each blocker door of two or moreblocker doors, a respective contoured depression.
 5. The transcowlassembly of claim 1, further comprising a metallic bracket disposedbetween the outer skin inner surface and the inner skin outer surface,and configured to (i) attach the outer skin to a thrust reverseractuation system, and (ii) distribute a structural load associated withthe thrust reverser actuation system onto the outer skin; and a metallicheat shield attached to the outer skin inner surface or the inner skininner surface.
 6. The transcowl assembly of claim 4, wherein, forward ofthe blocker door the transcowl assembly comprises a first thicknessbetween the outer skin outer surface and the inner skin inner surface,and in the first section the transcowl assembly comprises a secondthickness between the outer skin outer surface and the inner skin innersurface, the second thickness being less than the first thickness. 7.The transcowl assembly of claim 6, wherein, in the third section, thecontoured depression further comprises a portion in which a thicknessbetween with the outer skin outer surface and the inner skin innersurface is a depth that is based on a thickness of the blocker door. 8.The transcowl assembly of claim 1, wherein, when viewing thecross-sectional plane through the intercepts and perpendicular to theengine centerline, the contoured depression is symmetrical with respectto a plane through the midpoint and perpendicular to the enginecenterline.
 9. A thrust reverser system for a turbine engine, the thrustreverser system comprising: a composite translating cowl (transcowl)assembly extending a transcowl length along an engine centerline, thetranscowl assembly including: an annular inner skin that extends thetranscowl length, is non-structural and creates an aerodynamic exit flowpath along the engine centerline for engine exhaust; an annular outerskin that extends the transcowl length, is comprised of a firstcomposite, and has the characteristics of (i) being substantiallycontinuous in both a circumferential direction and a longitudinaldirection, (ii) an outer skin outer surface providing aerodynamiccontinuity with a nacelle, and (iii) an outer skin inner surface, withinwhich the annular inner skin is coaxially installed; and a blocker doorrotatably mounted within the inner skin, at a first intercept point anda second intercept point, the first intercept point and second interceptpoint forming a pivot axis that is perpendicular to the enginecenterline; and wherein the inner skin is comprised of a secondcomposite and further comprises an inner skin inner surface havingtherein a contoured depression, the contoured depression configured tohouse the blocker door when the blocker door is in a stowed position,thereby providing a smooth aerodynamic exit flow path and further shapedto provide forward to aft movement clearance for a forward-most edge ofthe blocker door as the blocker door rotates into a deployed position;and when viewing a cross sectional plane drawn through the pivot axisand perpendicular to the engine centerline, the contoured depression inthe inner skin is a smooth arc between intercepts, and the transcowlassembly is thinnest at a midpoint between the intercepts, and thickestat the intercepts.
 10. The thrust reverser system of claim 9, wherein,forward of the blocker door, and measured between the outer skin outersurface and the inner skin inner surface, the transcowl assemblycomprises a first thickness, and aft of the blocker door, the transcowlassembly comprises a second thickness between the outer skin outersurface and the inner skin inner surface, the second thickness beingless than the first thickness, and the contoured depression having asmooth longitudinal transition forward to aft, from the first thickness,to an area housing the blocker door, to the second thickness.
 11. Thethrust reverser system of claim 10, wherein, in the location of theblocker door, the contoured depression thickness is based on a thicknessof the blocker door.
 12. The thrust reverser system of claim 11, whereinthe blocker door is one of two or more blocker doors, and wherein theinner skin comprises, for each blocker door of the two or more blockerdoors, a respective contoured depression configured to provide clearancefor movement of the blocker door.
 13. The thrust reverser system ofclaim 12, wherein the inner skin comprises two or more segments abuttedcircumferentially or longitudinally.
 14. The thrust reverser system ofclaim 13, wherein the blocker door is one of two or more blocker doors,and wherein each segment of the two or more segments comprise acontoured depression, and the two or more segments provide, for eachblocker door of two or more blocker doors, a respective contoureddepression.
 15. The thrust reverser system of claim 11, furthercomprising a metallic heat shield coupled to the transcowl assembly. 16.The thrust reverser system of claim 11, further comprising a metallicbracket disposed between the outer skin inner surface and the inner skinouter surface and configured to (i) attach the outer skin to a thrustreverser actuation system, and (ii) distribute a structural loadassociated with the thrust reverser actuation system onto the outerskin.
 17. The thrust reverser system of claim 15, wherein, when viewingthe cross-sectional plane through the intercepts and perpendicular tothe engine centerline, the contoured depression is symmetrical withrespect to a plane through the midpoint and perpendicular to the enginecenterline.
 18. The thrust reverser system of claim 16, wherein, whenviewing the cross-sectional plane through the intercepts andperpendicular to the engine centerline, the contoured depression issymmetrical with respect to a plane through the midpoint andperpendicular to the engine centerline.